U.S. patent number 3,838,748 [Application Number 05/328,030] was granted by the patent office on 1974-10-01 for safety system for vehicles.
This patent grant is currently assigned to Ridersafe Systems, Inc.. Invention is credited to Thomas A. Gray, Tyree R. Williams.
United States Patent |
3,838,748 |
Gray , et al. |
October 1, 1974 |
SAFETY SYSTEM FOR VEHICLES
Abstract
A safety mechanism for protecting the driver of a vehicle by
disabling the vehicle engine if the operator vacates his operator
station on the vehicle, the mechanism including a manually operable
override which disables the safety mechanism for a predetermined
limited time period.
Inventors: |
Gray; Thomas A. (Brea, CA),
Williams; Tyree R. (Huntington Beach, CA) |
Assignee: |
Ridersafe Systems, Inc.
(Placentia, CA)
|
Family
ID: |
23279200 |
Appl.
No.: |
05/328,030 |
Filed: |
January 30, 1973 |
Current U.S.
Class: |
180/273; 361/170;
361/196 |
Current CPC
Class: |
B60K
28/04 (20130101) |
Current International
Class: |
B60K
28/00 (20060101); B60K 28/04 (20060101); B60k
027/08 () |
Field of
Search: |
;180/82C,101,102,99
;307/1SB,1R,1AT ;317/141R,141S ;340/278,52E |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Betts; Kenneth H.
Attorney, Agent or Firm: Knobbe, Martens, Olson, Hubbard
& Bear
Claims
What is claimed is:
1. A safety mechanism for the protection of the operator of a
vehicle having an operator station, comprising:
means responsive to departure of said operator from said operator
station for deenergizing said vehicle when said operator vacates
said operator station;
manually operable override means for preventing operation of said
deenergizing means for a predetermined, limited time period;
and
means for automatically resetting said override means whenever said
operator returns to said operator station to allow immediate
operation of said deenergizing means.
2. A safety mechanism as defined in claim 1 wherein said operator
station is an operator's seat, and wherein said deenergizing means
comprises a switch mounted on said operator's seat and responsive
to the weight of the operator on said seat.
3. A safety mechanism for the protection of the operator of a
vehicle having an operator station, comprising:
means responsive to the departure of said operator from said
operator station for deenergizing said vehicle when said operator
vacates said vehicle; and
manually operable override means for preventing operation of said
deenergizing means for a first time period if said operator vacates
said operator station within a predetermined second time period
after manual operation of said override means.
4. A safety mechanism as defined in claim 3 additionally
comprising:
means for automatically resetting said override means when said
operator returns to said operator station, thereby allowing
immediate operation of said deenergizing means.
5. A safety mechanism as defined in claim 3 wherein said operator
station is an operator's seat, and wherein said deenergizing means
comprises a switch mounted on said operator's seat and responsive
to the weight of the operator on said seat.
6. A safety mechanism as defined in claim 3 wherein said
deenergizing means and said overrride means each include a relay,
the relay of said override means being latched to an energized
condition in response to energization of said override means relay
and deenergization of said deenergizing means relay.
7. A safety mechanism for the protection of the operator of a
vehicle having an operator station and primary ignition circuit
comprising:
means for sensing the departure of said operator from said operator
station;
first switch means connected to said ignition circuit for
selectively enabling or disabling said ignition circuit, said first
switch means operating in response to said sensing means;
a manually operable switch;
timing means, responsive to said manually operable switch for
initiating a predetermined delay period;
second switch means responsive to said timing means and connected
to said ignition circuit for selectively enabling or disabling said
ignition circuit.
8. A safety mechanism as defined in claim 7 wherein said second
switch means latches to a position for enabling said ignition
circuit when said second switch means is positioned to enable said
ignition circuit and said first switch means is positioned to
disable said ignition circuit.
9. A safety mechanism as defined in claim 7 wherein said second
switch means disables said ignition circuit when said first switch
means is positioned to disable said ignition circuit and said
predetermined delay period ends.
10. A safety mechanism as defined in claim 7 additionally
comprising:
means for positioning said second switch means to disable said
ignition circuit whenever the operator returns to said operator
station.
Description
BACKGROUND OF THE INVENTION
This invention relates to vehicle safety apparatus and more
particularly to a safety mechanism for deenergizing a vehicle, such
as a tractor or a forklift, in the event that the operator falls
from the operator's station on the vehicle, so that the vehicle
will not harm the operator or nearby personnel by continuing its
forward motion without a driver.
While such safety mechanisms are common in the prior art,
particularly in the form of a switch attached to an operator's seat
which is in series with the primary ignition circuit of the
vehicle, so that the operator must be seated for the vehicle engine
to operate, the prior art systems have been plagued with certain
problems which have substantially reduced their capability to
assure operator safety. In many such systems it has been found that
it is necessary to enable the operator to override the safety
circuit so that the operator may vacate the operator's station for
short periods of time, in order, for example, to attend to power
take off equipment on a tractor or, in the case of a forklift, to
adjust the vehicle load, etc. These override systems commonly
include a switch, in parallel to the safety seat switch, which the
operator may close to produce a secondary ignition path for the
vehicle, thereby removing the seat switch from the ignition
circuit. In such systems, however, it is possible for the operator
to override the safety circuit and to forget to open the override
switch after he has completed his task, so that a later fall of the
operator from the vehicle may cause serious injury to the operator
or surrounding personnel and equipment.
A second common failure of prior art devices has been the ability
of the operator to override the safety circuit for the purpose of
performing tasks away from the operator station, and to then leave
the vehicle unattended for the performance of some other task,
leaving the vehicle running for long periods of time and creating
local polution problems within a warehouse, for example, which may
present serious health problems to the operator and other
personnel.
While some of the prior art devices have utilized short term time
delays in the seat safety switch to assure that an operator,
bouncing up and down upon the vehicle seat, will not deenergize the
vehicle engine, none of the prior art circuits have solved the
problems noted above.
SUMMARY OF THE INVENTION
The circuit of the present invention alleviates these and other
problems of the prior art vehicle safety mechanisms by introducing
a fixed time delay circuit into the safety mechanism which may be
used for one of two alternate purposes. In the first embodiment,
the time delay circuit operates in conjunction with the override
switch so that when the operator actuates the override switch in
order to enable the operator to leave the vehicle operator's
station to perform tasks away from the vehicle, the operator is
required to leave the vehicle within a predetermined time period
after energizing the override switch. Thus, for example, the time
delay circuit may be set for 10 seconds, so that once the operator
of the vehicle energizes the override switch he must exit the
vehicle within 10 seconds. If the operator changes his mind, for
example, and decides to continue operating the vehicle rather than
exiting the vehicle at the end of 10 seconds, the safety mechanism
will be automatically activated once again and the override circuit
will be removed from the mechanism operation so that, even if the
operator forgets that he has actuated the override switch, he will
be protected if he falls from the vehicle. Likewise, in this mode
of operation, if the operator actuates the override switch and
leaves the operator station and then returns to the operator
station before the original time period has elasped, the activation
of the switch sensing return of the operator to the operator
station will reset the timing circuit so that the operator is
immediately protected by the safety device.
In a second and alternate embodiment, the timing circuit is
utilized to allow the operator of the vehicle a predetermined
period of time in which to accomplish tasks remote from the
vehicle. Thus, for example, the timing circuit may be set at 15
minutes to allow the operator of a forklift to adjust his load,
while maintaining the vehicle engine running. If, however, the
vehicle operator is delayed and the total time period which the
timing circuit will allow elapses, the vehicle engine will be
stopped. This mode of operation is particularly useful in the case
of indoor vehicles, such as forklifts, in order to assure that the
running vehicle is not left unattended for periods of time which
may cause severe health problems due to polution of the local
environment by the vehicle exhaust. As with the previous
embodiment, the timing circuit in this second embodiment is
designed so that the instant that the operator returns to his
operator station, regardless of the state of the timing circuit,
the timing circuit will be reset. Thus, the operator is immediately
protected in case he falls from the vehicle. For example, if the
timer is set so that the operator is allowed 15 minutes to
accomplish a desired task, and if the operator leaves his operator
station to do the task and returns after only 5 minutes, the timing
circuit will be reset and the safety mechanism immediately enabled.
Thus, even if the operator falls from his operator station or seat
only seconds later, the vehicle engine will be stopped.
These and other advantages of the present invention are best
understood by reference to the drawing, which shows a detailed
schematic of the safety mechanism circuit of the present
invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring to the drawing, the circuits of the present invention are
connected to standard automobile ignition circuitry through a
terminal strip or junction box 11. Thus, for example, terminal D is
connected to the standard automobile ignition coil 13 which is in
turn series connected to a parallel combination of the automobile
points 15 and condenser 17 to ground. Likewise the automobile
battery 19 is connected on one side to ground and on the other side
to the terminal A of the terminal strip 11, in addition to being
connected through the ignition switch 21 and standard balast
resistor 23 to terminal C. In addition to these standard automotive
components, two switches are connected through the terminal strip
11, and attached to the vehicle adjacent the operator station. A
first switch 25 is connected between the grounded terminal B of the
terminal strip 11 and terminal E thereof, and is placed on the
vehicle to be closed when the operator is at the operator's
station. The switch 25, in a typical example, may be attached to
the operator's seat, so that when the operator is properly seated
on the operator's seat the switch 25 is closed. A second switch 27
is connected between the grounded terminal B of the terminal strip
11 and terminal G thereof. The switch 27 is used as an override
switch and is placed adjacent the operator's station on the vehicle
to be manipulated manually by the operator when he desires to
override the safety circuit.
The vehicle safety mechanism attached to the terminal strip 11
includes a pair of relays 29 and 31, each of which has the capacity
of completing the ignition circuit for the vehicle. This ignition
circuit may be completed by connecting the balast resistor 23 at
terminal C of the terminal strip 11 to the ignition coil 13 at
terminal D. Thus, terminal C is connected by means of a wire 33 to
a switch 35 of the relay 29, which switch 35 is normally open and
is capable of conducting ignition pulses through a wire 37 to
terminal D of terminal strip 11. Similarly, the wire 33 is
connected in turn to a wire 39 which is connected to a switch 41 of
the relay 31, which switch 41 is normally open and, through a lead
43 and the lead 37, is capable of completing the ignition circuit
to terminal D of the terminal strip 11.
The relay 29 includes a relay coil 45 which is responsive directly
to the position of the operator station switch 25. Thus, when the
switch 25 is closed, the terminal E of the terminal strip 11 is
connected directly to ground, which in turn, through a wire 47,
connects a terminal 49 at one end of the relay coil 45 to ground.
The other end of the relay coil 45 is connected by means of a line
51 to the terminal A of terminal strip 11 through a fuse 53, the
terminal A being in turn connected to the vehicle battery 19. Thus
the relay 29 and its associated switch 35 is directly responsive to
the position of the switch 25, so that whenever the vehicle
operator is properly located in the vehicle operator's station, the
switch 25 will be closed and the switch 35 will, in turn, be
closed, connecting the terminals C and D of the terminal strip 11
to allow proper ignition of the vehicle.
The timing circuit of the present invention is designed around a
central timing integrated circuit 55 which, in the preferred
embodiment, is a Signetics Model NE555V circuit, which is connected
to the circuit by means of a ground connection 57, a trigger input
59, a reset input 61, a power input 63, a threshold input 65 which
may be connected to determine the time constant of the timing
circuit 55, an output circuit 67 and a control voltage circuit 69
which is not used for this application, and which is therefore
connected by a capacitor 71 to ground. The integrated circuit 55
has the function of responding to a negative input 12 at the
trigger input terminal 59 to initiate the time period which is
determined by the value of the resistor 73 and capacitor 75
connected to the threshold terminal 65. Prior to the initiation of
the timing period by the integrated circuit 55, the output terminal
67 is at ground potential. When the integrated circuit is triggered
at its input terminal 59, the output terminal 67 goes to a positive
potential during the duration of the timing period. At the end of
the timing period of the integrated circuit 55, or whenever the
integrated circuit 55 is reset by a negative pulse on the reset
terminal 61, the output terminal 67 again goes to ground potential
until another timing sequence is initiated.
The integrated circuit 55 is designed to respond to an override
switch 27 which, for example, may be a push button switch on the
dashboard of the vehicle, in order to initiate the timing sequence.
When the operator momentarily closes the switch 27, terminal G of
the terminal strip 11 is momentarily grounded. Terminal G of the
terminal strip 11 is normally held at the positive battery
potential by means of a resistor 77 which is connected to the fuse
53. However, when the push button switch 27 is momentarily closed,
the potential at terminal G of the terminal strip 11 will be
clamped to ground, producing a negative pulse through a capacitor
79, which negative pulse will in turn be conducted through the
emitter-collector junction of an isolation transistor 81 to the
trigger input 59 of the integrated circuit 55. A capacitor 82 is
connected across the switch 27 to eliminate spurious switching
noise. A pair of resistors 83 and 85 are used to properly bias the
isolation transistor 81, and the isolation transistor 81 is
connected as a common base transistor with the base 87 connected to
ground. The function of the isolation transistor 81 is to assure
that any ringing which may be associated with the closing or
opening of the switch 27 will not affect the operation of the
integrated circuit 55, so that the integrated circuit 55 will
operate only in response to closing of the switch 27. It will be
recognized that opening of the switch 27, once it has been closed,
will unclamp the terminal G of the terminal strip 11 from ground
producing, a positive pulse through the capacitor 79 which will
have no effect upon the input 59 of the integrated circuit 55, this
input designed to respond to negative pulse inputs only.
When the output terminal 67 of the integrated circuit 55 is
positive, that is, during the timing period of the integrated
circuit 55, this positive potential is conducted through a resistor
89 to drive a switching transistor 91 to conduction, thereby
connecting one terminal 93 of a relay coil 95 of the relay 31 to
ground through the collector-emitter circuit of the transistor 91.
When the terminal 93 of the relay coil 95 is connected to ground,
the relay 31 will be energized, since the other terminal 97 of the
relay coil 95 is connected through the fuse 53 and the terminal A
of terminal strip 11 to the vehicle battery 19. Thus, whenever the
integrated circuit 55 is in a timing sequence, the transistor 91
will be conductive and the relay 31 will be energized, so that the
switch 41 will be closed producing an alternate ignition circuit
between terminals C and D of the terminal strip 11.
The reset terminal 61 of the integrated circuit 55 is connected by
means of an isolation transistor 99 and a capacitor 101 to the lead
47 which is connected to the vehicle operator seat 25 through
terminal E of terminal strip 11. Whenever the operator returns to
the vehicle station, closing the switch 25, the wire 47 will be
clamped to ground potential. Whenever the switch 25 is open, on the
other hand, the relay coil 45 of the relay 29 will conduct a
positive potential from terminal A of terminal strip 11 so that the
terminal 49 of the relay coil 45, and the wire 47 in turn, will be
clamped to a positive potential. Thus, when the operator returns to
the operator station closing the switch 25 the wire 47 will
immediately undergo a potential change from the potential of the
battery 19 to ground potential, producing a negative pulse through
the capacitor 101 which is in turn conducted through the
emitter-collector junction of the common base transistor 99 to the
reset terminal 61 of the integrated circuit 55, resetting the
integrated circuit 55 and placing the potential of the output
terminal 67 of the integrated circuit 55 once again at ground
potential. In the absence of such a negative pulse reset terminal
61 is maintained at a positive potential by a resistor 102. The
isolation transistor 99 is used as a common base transistor with
the base terminal 103 connected to ground and the base emitter
circuit connected by a capacitor 105. A pair of diodes 107 and 109
are used to prohibit ringing due to field collapse in each of the
relay coils 45 and 95 respectively.
An overall description of the primary operational mode of the
preferred embodiment circuit may now be given. Initially, the
operator closes the ignition switch 21, but until he is present at
the vehicle operator station, the ignition circuit is not complete
and the engine will not start. However, as soon as the operator is
present at the operator station, thus closing the switch 25,
current will flow through the relay coil 45 closing the switch 35
to complete the ignition circuit. If, at this point in time, the
operator should accidentally fall from the operator station on the
vehicle, the switch 25 will automatically open and the current
through the relay coil 45 will therefore cease, opening the switch
35 and deactivating the ignition circuit between terminals C and D
of the terminal strip 11. If the operator now momentarily closes
the override switch 27, the integrated circuit 55 will be triggered
by a negative pulse caused by the switch closing raising the output
67 of the integrated circuit 55 to a positive level to make the
transistor 91 conductive so that the relay coil 95 is energized
closing the switch 41. This produces an alternate ignition path
between the terminals C and D of the terminal strip 11 through the
switch 41, so that the ignition current may now flow through either
switch 35 or switch 41. If the operator now departs the operator
station, opening the switch 25, current through relay coil 45 will
cease and the switch 35 will open. However, ignition will continue
through the switch 41 so long as the integrated circuit 55 is in
its timing sequence. As soon as the integrated circuit 55 times
out, its output 67 will return to ground potential causing the
transistor 91 to become nonconductive and thereby opening switch
41. Since switch 35 and switch 41 are now both open, ignition in
the vehicle will cease and the engine will stop. In this mode of
operation, the integrated circuit 55 may be adjusted by selecting
the resistor 73 and the capacitor 75 to produce a timing sequence
of approximately 10 or 15 minutes so that the vehicle operator will
have 10 to 15 minutes to complete some task which he must perform
removed from the operator's station. If he fails to return to the
operator's station within the allotted time, the timing circuit 55
will deenergize the vehicle ignition circuit. It is an important
additional feature of the present invention that if, during the
timing sequence of the timing circuit 55, the operator should
return to his operator's station, closing the switch 25, this
switch closure will cause a negative impulse through the capacitor
101 and transistor 99 to trigger the reset terminal 61 of the
integrated circuit 55, so that the output 67 of the integrated
circuit 55 will immediately return to ground potential, opening the
switch 41, so that the only ignition circuit is through the switch
35. Thus, regardless of the condition of the integrated circuit 55
when the operator returns to his operator's station and closes the
switch 25, he is immediately protected, since the timing circuit 55
is reset. Thus, if the operator should fall from his vehicle
station, the switch 35 will open and ignition will cease.
An alternate mode of operation of the present circuit is
accomplished through the addition of a pair of switches 111 and 113
in the relays 29 and 31 respectively. The switch 111 is normally
closed and the switch 113 is normally open. These switches are
connected together by a wire 115 and the switch 111 is connected by
a line 117 to the terminal 93 of the relay coil 95. The switch 113
is connected by a wire 119 to ground. In this mode of operation,
the relay 31 becomes latched to produce an ignition circuit. The
operation of this alternate circuit is as follows. Assume again
that the operator is in the operator's station so that the switch
25 is closed, allowing ignition through the switch 35. In this mode
of operation the integrated circuit 55 is set for a timing sequence
of approximately 10 to 15 seconds. If the operator momentarily
closes the switch 27, the integrated circuit 55 will begin its 10
to 15 second timing sequence, during which period the output 67
will be maintained at a positive potential maintaining the switch
41 closed, thus completing a secondary ignition circuit through the
switch 41. If the operator fails to depart the operator station
before the integrated circuit 55 has timed out, the output 67 of
the integrated circuit 55 will return to ground potential, opening
the switch 41, so that when the operator does finally leave the
operator's station both the switch 41 and the switch 35 will be
open and ignition will cease. If, however, the operator vacates the
operator station during the timing period of the integrated circuit
55, his leaving the operator seat will open the switch 25 which
will in turn deactivate the relay 29. Since the switch 111 is
normally closed, the operator's vacation of his operator's station
will close the switch 111 completing a circuit from the terminal 93
of the relay 95 through the switch 111 and the switch 113 to
ground, latching the relay 31. When the integrated circuit 55 times
out, the output 67 of the integrated circuit 55 will return to
ground, thus making the transistor 91 nonconductive. However, since
an alternate path has been produced through the switches 111 and
113 for current through the relay coil 95, the relay 31 will remain
latched in its energized condition until the vehicle operator again
returns to the operator station and closes the switch 25. Since the
relay 31 is latched, the operator is free to utilize as much time
as he desires before he returns to the operator station. When the
operator now closes the switch 25, this will energize the relay 29,
opening the switch 111 and unlatching the relay 31. The operator
will, of course, now close the ignition circuit through the switch
35 so that the engine will continue to run. If the operator
immediately falls from his operator station, opening of the switch
25 will open the switch 35, interrupting vehicle ignition. It will
be seen that in either of the primary modes of operation the
paramount attention has been given to operator safety so that
regardless of the condition of the timing circuit 55 or its
associated relay 31, as soon as the operator returns to his
operator station and closes the switch 25, the timing circuit is
reset so that the switch 25 may control the ignition circuit and
the operator may thereby deenergize the ignition circuit by falling
off the operator's station. This second mode of operation protects
the operator even if he closes the switch 27 and then changes his
mind about leaving the vehicle. As soon as the 10-15 second time
delay has elapsed he will again be protected by the safety
mechanism.
It should also be noted that the override switch 27 may, as
explained above, be a push button switch on the vehicle dashboard.
However, in either of the modes described, it may be desirable to
place the switch 27 adjacent the vehicle parking brake so that the
switch 27 is closed whenever the parking brake is engaged.
* * * * *